(d) State Trading

The State Trading Scheme was introduced in the district alongwith the rest of the State in 1958-59 to provide essential commodities to the consumers at reasonable rates. On March 31, 1975, there were 76 fair price shops functioning in the urban areas and 763 in the rural areas of the district.

The State Trading in foodgrains was introduced in the State during 1959. The total quantity of foodgrains purchased by the Food and Supplies Department, during 1970-71 to 1974-75, is given below:

Year		Quantity Purchased (tons)
1970-71	..	-
1971-72	..	38,265
1972-73	..	42,118
1973-74	..	51,966
1974-75	..	11,693

(Source: District Food and Supplies Controller, Hoshiarpur)

(e) Merchants, and Consumers’ Associations and Organs for the Dissemination of Trade News

The following are the merchants, associations functioning in the district: -

1. Cloth Retailers’ Associations, Hoshiarpur

2. Retail Kariana Association, Hoshiarpur

3. Small Shopkeepers’ and Retailers’ Association, Hoshiarpur

(Source: Labour-cum-Conciliation Officer, Hoshiarpur)

Market Intelligence. –There is no such regular agency for the collection and dissemination of market news in the district. The public in general visit the market centres periodically and keeps itself in touch with the market affairs. The village traders who are in regular touch with the market conditions often communicate the market news to the public. In some of the regular markets, the market committees exhibit the market news on a board for the public to know the market fluctuations. Market news are also communicated to dealers at different places through correspondence and trunk calls. The co-operative marketing societies receive market information cards from allied societies. The All India Radio, Jullundur, broadcasts daily the news of the various markets in the State.

(f) Weights and Measures

The weights and measures used in the district during the British period were as under:

(a) In urban areas : Maund, 20-seer, 10-seer, 5-seer, 4-seer, 2-seer,

1-seer

Tolas, Mashas and Ratis

(b) In rural areas : 2½ Maund (Kutcha) = 1 Maund

1¼ Maund (Kutcha) = 20 seer

1 Maund (Kutcha) = 16 seer

1 Dhari (10 seer Kutcha) = 4 seer

1 Panjseri (5 seer Kutcha) = 2 seer

2½ seer (Kutcha) = 1 seer

To standarize weights and measures throughout the country, the Government of India passed the Standard of Weights Act, 1939, which came into force in 1942. Under the Act, both the systems were prescribed, viz. the Indian System, i.e. tola, seer and maund, and avoirdupois system, i.e. lb, cwts., and tons. The Punjab Weights and Measures Act, 1941, brought some uniformity in the system of weights and measures.

The metric system of weights and measures was introduced with effect from October 1958, in accordance with the provisions of the Standards of Weights and Measures Act, 1956, passed by the Parliament and the Punjab Weights and Measures (Enforcement) Act, 1958, framed there under. In the case of weights, the use of old weights too was allowed for a period of two years and was discontinued from October 1960 and the use of metric weights was made compulsory. In the case of measures, a period of one year was allowed for the measures previously in vogue and, from April 1962, metric measures were made compulsory. The use of metric units also became obligatory from April 1962.

To being with the public in general and the rural masses in particular did experience difficulty in understanding the new system of weights and measures but, in the course of time, they got accustomed to it.

There are 3 Inspectors, Weights and Measures, who verify weights, scales, etc. used in the district.

(g) Storage and Warehousing

Prior to the introduction of modern and scientific facilities of storage, the method of storage of produce was very crude and unscientific. The storage of foodgrains was done in bharolas or backrooms of the residential houses of in the open or in the bags. This used to affect the stored stuff as the houses in the villages were very rarely cemented. Though this old way of storage still continues but is on the decline. This has been possible because of the availability of the facilities of storage.

Keeping in view of the need for scientific storage of the produce of the agriculturist, the All India Rural Credit Survey Committee recommended in 1954 the establishment of Warehousing Corporation Consequently, the Agricultural Produce Development and Warehousing Corporation Act, 1956, pioneered the formation of the Central Warehousing Corporation and a net work of State Warehousing Corporations, with the avowed object of providing scientific storage at low charges and arranging for cheap and quick credit facilities against the stored produce. The Punjab ware-housing corporation was set up in January 1958. The present warehousing was re-established after the re-organization of the erstwhile Punjab State on November 1, 1966. The Punjab Government and the Central Warehousing Corporation are the two equal shareholders of the State Corporation.

The Punjab State Warehousing Corporation performs the functions as laid down in section 24 of the Warehousing Corporation Act, 1962, of the Government of India. These are; to acquire and build godowns and warehouses at such places within the State as it may, with the previous approval of the Central Warehousing Corporation, determine; to run warehouses in the State for the storage of agricultural produce, seeds, manures fertilizers and notified commodities to and from warehouses; and to act as an agent of the Central Warehousing Corporation or of the Government for the purchase, sale, storage and distribution of agricultural produce, seeds, manures, fertilizers and notified commodities.

The Punjab State Warehousing Corporation stores foodgrains, fertilizers and other commodities in hired as well as owned constructed godowns. Till 1975, the corporation had no owned constructed godowns in the Hoshiarpur District. On March 31, 1975, the Corporation had hired 5 warehouses (with 92 godowns) at Hoshiarpur, Balachaur, Tanda Urmar, Mukerian and Saila Khurd in the District. The total capacity of the available storage accommodation was 7,680 metric tons. It charged Rs 3 per standard meter per month.

The corporation also undertakes fumigation of stocks under the Technical Advisory Schemes on payment of the fumigation charges. The existing rates are 32 paise per bag on one quintal of foodgrains per month. The scheduled banks made advances to the depositors on the pledge of warehouse receipts, as per the credit restrictions of the Reserve Bank of India. The stocks stored in the warehouses are guaranteed against damage by pests, theft, fire, flood, etc.

Apart from the warehousing facilities provided by the Punjab Warehousing Corporation, the co-operative marketing societies have also constructed godowns which help the agriculturist members to make use of them in times of need.

For the storing of perishable commodities, like vegetables and fruit, cold storage are being set up. The cold storages help in increasing the life of perishable goods and thus help the producers in getting the remunerative price and the consumer in getting those perishable goods for longer time. The cold stores have falsified the idea of seasonal fruit or seasonal vegetables. Now these can be consumed by the consumers beyond that season too. In the Hoshiarpur District, a number of cold storages are being run in the private sector.

APPENDIX –I

(Vide page 173)

Number of Banking Offices at Various Places in the Hoshiarpur District, as on December 31, 1974

Town/Village		Tahsil	Number of Officer
			State Bank of India	State Bank of Patiala	Punjab National Bank	Other Commercial Banks	Co-opera-tive Banks	Total
(1)		(2)	(3)	(4)	(5)	(6)	(7)	(8)
Ajnoha	..	Garshankar	-	-	1	-	-	1
Baddon	..	Do	-	-	-	-	1	1
Balachaur	..	Balachaur	-	-	-	1	1	2
Basi Kalan	..	Hoshiarpur	-	-	-	1	-	1
Bhungala	..	Dasuya	-	-	1	-	-	1
Bhunga	..	Do	-	-	1	-	-	1
Bulhowal	..	Hoshiarpur	-	-	-	1	1	2
Chhabwal	..	Do	1	-	-	-	1	2
Dasuya	..	Dasuya	1	-	1	-	1	3
Devida Ahrana	..	..	-	-	-	1	1	2
Datarpur	..	Dasuya		-		1	-	1
Garhdiwala	..	Hoshiarpur	-	-	-	1	1	2
Garshankar	..	Garshankar	-	1	1	1	1	4
Hajipur	..	Dasuya	-	-	-	1	1	2
Hariana	..	Hoshiarpur	-	-	1	-	1	2
Hoshiarpur	..	Do	3	-	3	4	2	12
Kathar	..	Hoshiarpur	-	-	-	1	-	1
Khuda	..	Dasuya	-	-	-	1	-	1
Kot Fatuhi	..	Garshankar	-	-	1	-	1	2
Mahalpur	..	Do	-	-	1	1	1	3
Mehtiana	..	Hoshiarpur	-	-	-	1	-	1
Miani Khas	..	Do	-	-	1	-	-	1
Moranwali	..	Garhshankar	-	-	-	1	-	1
Mukerian	..	Dasuya	1	-	1	2	1	5
Pajodeota	..	Hoshiarpur	-	-	-	-	1	1
Paldi	..	Garshankar	-	-	1	-	-	1
Posi	..	Do	-	-	-	-	1	1
Ralra Dhaha	..	Balachaur	-	-	-	-	1	1
Sahiba	..	Do	-	1	-	-	-	1
Sham Chaurasi	..	Hoshiarpur	-	-	-	1	-	1
Saila Khurd	..	Garhshankar	-	-	-	1	-	1
Samundra	..	Do	1	-	-	-	-	1
Saroya	..	Balachaur	-	-	1	-	1	2
Satnaur	..	Garhshankar	-	-	-	1	-	1
Talwara	..	Dasuya	1	-	1	-	-	2
Tanda Urmar	..	Do	1	-	1	1	1	4
		Total	9	2	17	23	20	71

(Statistical Abstracts of Punjab, 1976, pp. 424-425)

APPENDIX II

(Vide page 174)

Work Done by the Co-operative Agricultural Credit Societies in the Hoshiarpur District, 1970-71, to 1974-75

Co-operative year ending June		No. of Co-operative Societies at the end of the year	Membership		Share Capital paid up (Rs in lakhs)	Loans advanced during the year (Rs in lakhs)	Deposits (Rs in lakhs)
			Societies	Individuals
1970-71	..	1,213	-	1.83	112.42	364.25	270.70
1971-72	..	1,212	-	1,86	141.79	381.75	211.80
1972-73	..	1,214	-	1.90	151.76	410.48	375.90
1973-74	..	1,215	-	1.94	163.47	426.74	404.09
1974-75	..	1,215	-	1.98	169.08	517.74	453.83

(Source: Assistant Registrar, Co-operative Societies, Hoshiarpur)

APPENDIX III

(Vide page 174)

Work Done by the Co-operative Non-Agricultural Credit Societies in the Hoshiarpur District, 1970-71, to 1974-75

Co-operative year ending June		No. of Co-operative Societies at the end of the year	Membership		Share Capital paid up (Rs in lakhs)	Loans advanced during the year (Rs in lakhs)	Deposits (Rs in lakhs)
			Societies	Individuals
1970-71	..	102	-	7,069	5.73	5.75	3.85
1971-72	..	102	-	7,107	5,96	6.93	4.28
1972-73	..	101	-	7,260	4.60	4.96	4.18
1973-74	..	104	-	7,620	6.97	8.35	5.36
1974-75	..	104	-	8,160	7.29	6.80	5.78

(Source: Assistant Registrar, Co-operative Societies, Hoshiarpur)

APPENDIX IV

(Vide page 174)

Work Done by the Co-operative Marketing Societies in the Hoshiarpur District, 1970-71, to 1974-75

Co-operative year ending June		No. of Societies	Membership			Share Capital paid up (Rs in lakhs)	Working Capital (Rs in lakhs)	Value of goods marketed (Rs in lakhs)
			Societies	Individuals	Total
1970-71	..	6	2,208	1,026	3,234	4.82	53.35	5.40
1971-72	..	6	2,221	1,022	3,243	5.93	64.91	2.97
1972-73	..	7	2,833	1,078	3,911	7.86	117.57	577.52
1973-74	..	8	3,755	1,138	4,873	9.71	91.00	214.30
1974-75	..	8	1,095	3,374	4,869	10.51	96.45	449.92

(Source: Assistant Registrar, Co-operative Societies, Hoshiarpur)

CHAPTER VII

COMMUNICATIONS

(a)	Old Time Trade Routes and Highways and Modes of Conveyance
(b)	Road Transport
(c)	Railways
(d)	Waterways, Ferries and Bridges
(e)	Air Transport
(f)	Travel and Tourist Facilities
(g)	Posts, Telegraphs and Telephones
(h)	Organizations of Owners and Employees in the Field of Transport and Communications

(a) Old-time Routes and Highways and Modes of Conveyance

With the opening of the railways in the Hoshiarpur District in the early twentieth century, the pace of road development received a set-back. The places not falling on railways passed into oblivion. As such, Bajwara, Hariana, Sham Chaurasi and Tanda lost their importance in the district. The installation of the railway track from Jullundur to Pathankot and Jammu Tawi made certain places of the district like Tanda and Dasuya as commercial centres.

After the World War I (1914 –1918), there had been enormous production of mechanized vehicles and roads began to assume more importance. The transport, hitherto depending on beasts of burden, underwent revolutionary change with the development of network of railways, roads and airways. Thus, the old means of transport are being gradually replaced by the modern means of transport.

(b) Road Transport

During the British rule, the pace of road development was accelerated. After the independence, there has been remarkable improvement in road construction. Presently, Hoshiarpur is linked by road with Jullundur, Phagwara, Pathankot, Mahalpur, Balachaur, Nurpur Bedi, Talwara, Nangal, and Una, Baijnath, Chintpurni (Himachal Pradesh), etc.

The district has a large number of chos due to which the road traffic jammed during rains. Where the chos run across the roads, it is a common sight seeing vehicles waiting for water to subside before these can be crossed. The construction of bridges over big chos has lessened the jamming of traffic but the difficulty has not altogether been surmounted. Still it would take time to arrest the chos for road traffic purpose.

The district is fairly well served with roads most of which converge to Hoshiarpur. The most important road in the district is the one connecting Jullundur with Dharmsala through Hoshiarpur, Gagret and Bharwain. Then there are two strips of long roads running from north-west to south-east; the one comes from Batala through Tands, Hoshiarpur, Garhshankar, Balachaur to Rupnagar; the other leads from Gurdaspur through Mukerian, Talwara, Gagret, Una, Anandpur Sahib to Rupnagar. Una is connected also with Jaijon and Garhshankar. One road connects Hoshiarpur with Phagwara and another with Dasuya.

Since the independence, there has been a considerable improvement in roads both in length and their up-keep. The following figures give an idea of extension of roads in the district: -

Year		Metalled roads(km)	Unmetalled(km)	Total length of roads(km)
1950-51	..	132	530	*662
1960-61	..	332	417	*749
1974-75	..	2,013	-	2,013

*The figures exclude local bodies roads.

(i) Classification of Roads

The roads in the district may be classified into national highways, State highways, district major roads, other district roads (including local bodies roads), and village approach roads. Out of their total length of 2,013 km, in the district, as in 1974-75, the length of national highway, State highways, district major roads, other district roads (including local bodies roads), and village approach roads was 51 km, 232 km, 96 km, 178 km, 1,456 km, respectively. The national highways and State highways are maintained by the C.P.W.D. and P.W.D. (B & R), respectively. The district major roads and other district roads are also under the P.W.D. (B & R). The municipalities maintain their respective municipal roads.

National Highways. –The national highways are main highways running through the length and breadth of the country, connecting ports, foreign highways, capitals of State including roads required for strategic movements for the defence of the country. The responsibility of their construction and maintenance rests with the Central Public Works Department. They are maintained by the State People Works Department out of the funds made available to the States by the Central Government. Of the National Highway No. I-A, viz. Jullundur-Tanda-Dasuya-Mukerian-Pathankot, 51 km lie in the Hoshiarpur District.

State Highways. –The State highways are trunk or arterial roads of a State connecting it with the national highways or highways of adjacent States, district headquarters and important cities within the State, and serving as the main arteries of traffic to and from district roads. These are constructed and maintained by the State Government. The State highways passing through the district are: Jullundur-Hoshiarpur-Daramsala Road (State Highway No. 19), Chandigarh-Nangal-Hoshiarpur-Tanda-Amritsar Road (State Highway No. 22) and Dasuya-Hoshiarpur-Garhshankar-Balachaur-Ropar Road (State Highway No. 24). Their total length in the district, as on March 31, 1975, was 232 km.

District Major Roads. –These are defined as roads traversing each district, serving areas of production and markets and connecting these with each or with highways and railways. These roads are also maintained by the State Public Works Department. On March 31, 1975, the total length of these roads in the district was 96 km.

Other District Roads. –These serve as important arteries of communication among the different parts of the district. Their total length in the district, as on March 31, 1975, was 178 km.

Under this head are also included roads constructed and maintained by the local bodies (municipal committees) out of their own funds. The local bodies roads connect the local markets, streets, State highways, national highways, railway stations and other roads in the area of a particular municipal committee.

The ‘other district roads’ now also include the roads formerly falling under head ‘district minor roads’, since the use of the latter term has been discontinued.

Village Approach Roads. –These roads link villages and group of villages with one another and with the nearest district roads, main highways, railways, etc. These roads are very important for the economic development of the district as they reduce the cost of transport. Many such roads are constructed as a result of voluntary contributions of the villagers with assistance provided by the State. Formerly, these roads were maintained by the Zila Parishad, Hoshiarpur, but now these have been transferred to the State Public Works Department. Their total length in the district, as on March 31, 1975, was 1,456 km.

(ii) Vehicles and Conveyances

Though motor vehicles are becoming increasingly popular, the bullock-carts still hold the sway in the countryside both for conveyance and carriage of goods. They are highly suited to the rugged countryside where sophisticated modern vehicles dare not tread. A recent improvement has been to fit the carts with pneumatic tyres and other accessories in place of the traditional wooden wheels.

With the introduction of cheap wheeled traffic, the number of beasts of burden, viz. donkeys, mules, horses, ponies and camels has greatly declined during the last few decades. The tongas and ekkas have become scaree. The people have become speed minded and prefer to travel by mechanized vehicles. The bicycle is the most important means of conveyance in these days. A large fleet of buses is being run on various metalled and unmetalled roads.

Automobiles. –Motor-taxis, motor-cycles, scooters, tampos, trucks, cars, etc. have become popular in the district. Trucks are used for transporting goods from one place to another. Taxis are used for marriages and for going to the interior of the town. People use cars, motor-cycles and scooters for their private use. The number of different types of motor vehicles registered in the district, during 1970 to 1975, is given in Appendix I, at the end of the Chapter, on page 200.

Bicycles. –With the improvement and extension of roads and the indigenous bicycle industry, bicycles are extensively used in villages and towns. Being cheap means of individual transport, cycle is largely useful for short distances. The milkmen from the nearby villages bring milk and dairy products to the towns. A large number of students, teacher and workers have found in bicycle a good companion. It has helped in the spread of higher education. It is cheap, flexible and handy without having standing charges.

Cycle-Rickshaws. –For short distance, it is also a cheap means of transport capable of carrying two passengers. It can pass through narrow lanes. Rickshaws are outsting tongas and ekkas in big cities. Under the scheme ‘Rickshaw Chalak (puller) Rickshaw malik (owner)’, loans are procured by the Government from commercial banks so as to enable the rickshaw-pullers to purchase their own rickshaws. Interest on these loans is completely reimbursed by the Government. Under the Punjab Cycle Rickshaw (Regulation of License) Act, 1976, licensing of rickshaws is done in favour of actual owners only.

Horse Carriages. –Although buses and rickshaws are plying in all the towns, the horse carriages are still in use. As a means of conveyance, horse carriages are very helpful in carrying passengers from one part of the city to another, from town to town, from town to village and vice versa. There is a keen competition between the horse-drawn carriages, motor buses, and cycle-rickshaws and such the horse carriages have been hard hit. The rates of horse carriages are, however, quite reasonable and this fact is responsible for their survival.

Boats. –The boats played an instrumental role in carrying goods and passengers in the past. With the development of modern means of transport, they received a setback. At present, they are only confined to the ferries, where bridges do not exist on the rivers and streams and they are used for crossing, etc.

(iii) Public and Private Transport

The Provincial Transport Controller headed the Transport Department till June, 1969. He was responsible to enforce the Motor Vehicles Act and the correlated rules framed thereunder. The Commercial Wing of the department also functioned under his control. In order to give equal justice to the private operators and the State-owned transport, the Transport Department was bifurcated in June 1969, in two wings, viz. Commercial Wing and Non-Commercial Wing. The former, known as Punjab Roadways, was placed under the control of the Director, State Transport, Punjab, and the latter under the State Transport Commissioner, Punjab. The Director, State Transport, being the overall incharge of Commercial Wing is concerned with the development and operationof transport on commercial lines, whereas, the State Transport Commissioner is concerned with the issuing of route permits and the enforcement of the Motor Vehicles Act and the rules framed thereunder grant of route permits for stage carriers to both the public and private sectors and for public carriers, tampos, taxis, etc.

Before the independence, road transport was mostly in the hands of private owners, who were interested only in large profits and seldom cared for the convenience of the passengers. With the rapid development of a network of roads and industrialization, road transport has expanded enormously. Therefore, the Government have started gradual and progressive nationalization of this service. At present, there is a partial nationalization of passenger transport service in the State and 60:40 scheme is in operation. According to this scheme, all further operations on the existing local routes not exceeding 19 km in length as well as monopoly routes shall be undertaken exclusively by the Punjab Roadways.

State Owned Services. –Most of the important bus routes in the district are operated by the Punjab Roadways, Hoshiarpur. The details of these are given in Appendix II on pages 201-205. All places within a radius of 16 km from the district and sub-divisional headquarters have been connected by local bus service to provide extra transport facilities to general public. Night bus service has been started by the Punjab Roadways between Chandigarh and Hoshiarpur.

Private Bus Services. –A number of bus routes in the district are also operated by the private transport companies. The particulars regarding the names of the private companies and the routes operated by them are given in Appendix III, at the end of the chapter on pages 206-211.

Goods Transport by Road. –The goods road transport is altogether in the hands of private companies and owners. The State Government is following liberal policy for the grant of public carrier permits. Any body who comes with mechanically fit road-worthy vehicle, is issued a truck permit. For inter-State operation of the trucks for the transport of goods from one State to another, the State Government have entered into bilateral agreements with other States to facilitate free flow of goods throughout the country.

(c) Railways

The Hoshiarpur District lies in the Firozpur Division of the Northern Railway. It is connected by rail with the important stations located in and outside the State. There are 16 railway stations on various lines of the Northern Railway within the district. All these are broad gauge lines.

Hoshiarpur was the first town in the district to be linked by rail with Jullundur Cantonment in 1913. Mukerian was linked with Jullundur City by rail in 1915 and Jaijon Doaba with Nawashahr in 1917. The railway stations falling in the Hoshiarpur District are: Chak Kalan, Bhangala, Mukerian, Ghaunspur, Unchi Bassi, Dasuya, Garna Sahib, Khudda Kurala and Tanda Urmar on Jammu Tawi-Pathankot-Mukerian-Jullundur City Branch Line; Nasrala and Hoshiarpur on Jullundur City-Hoshiarpur Branch Line; and Garhshankar, Satnaur Badesron, Saila Khurd, Mahngarwal Doaba and Jaijon Doaba on Jullundur City-Jaijon Doaba Branch Line.

The Appendices IV and V (pages 212 and 213) show the monthly average railway passengers and goods traffic and earnings in the district during 1974-75.

Rail-Road Competition. –The rail-road competition arises only when some means of transport extend their own activities and narrow the sphere of other means of transport. The road transport has the flexibility of carrying goods and passengers from place to place. The rail-ways lack this flexibility because goods and passengers can be transported to only those places which fall on the railway track. Road transport is cheaper than railway transport. It does not require huge stations and staff. The cost of the road is defrayed by the tax-payer and not by owners of the vehicles, whereas the railways have to bear huge expenditure for tracks, rolling stock and coaches and for their maintenance. During the Depression of 1930’s, much traffic was diverted from railways to the roads and so much so that the railways had to face considerable loss. The Government was compelled in 1932 to appoint the Mitchell-Kirkness Committee to conduct inquiry into the rail-road competition. The Committee recommended a strict regulation of road traffic to eliminate competition. In 1937, the Wedgwood Committee also recommended the protection of railways against unfair competition of road by controlling, supervising, regulating and licensing of the motor vehicles. In 1939, the Motor Vehicles Act was passed for regulating motor transport. In 1950, the Government appointed the Motor Vehicles Taxation Inquiry Commission which recommended the imposition of taxes on the motor vehicles. However, with the vast development of agriculture and industry in the country and the consequent increase in traffic, the rail-road competition has become a thing of the past and the two systems of transport have become complementary rather than competitive.

(d) Waterways, Ferries and Bridges

Waterways. –In the past, the rivers Beas and Satluj were used for transportation purposes and trade between different places in the district was largely carried on by means of these rivers because of the convenience and economy which these offered. With the advent of rail and road transport, water transport has received a great setback.

Ferries. –Ferries are maintained where bridges do not exist on the rivers and streams. These are very useful for the people of bet areas to visit the adjoining districts and transport their necessaries of life from one side of the river to the other.

Bridges. –Bridges are constructed over the rivers, streams, chos, etc. for smooth running of road traffic.

(e) Air Transport

There is no aerodrome in the district.

(f) Travel and Tourist Facilities

With the transfer of a large area to Himachal Pradesh and Haryana States as a result of the reorganization of the State of Punjab in November 1966, Punjab lost a number of places of tourist interest. The new State of Punjab, however, with its rich heritage, religious and social traditions still offers unique attraction to both the inland and foreign tourists.

The State Government is making serious efforts to develop tourist facilities at the existing places with a view to ensuring that the available potential for the growth of tourist industry is fully exploited. New spots for tourist attraction are being developed. Emphasis has, mainly, been laid for providing accommodation facilities for the tourists at the various places of tourist interests in the State.

The district does not have any first class modern hotel. There are, however, a number of restaurants and hotels in the urban areas. In some of the hotels, lodging facilities are also available. Besides, there are a number of dharamshalas and serais in the district for travelers, tourists and visitors. Gurdwaras in urban as well as rural areas provide free board and lodging to visitors.

Dak bungalows and Rest Houses. –Dak bungalows and rest houses are maintained by the different Government departments. These are primarily meant for Government officials when on tour. When vacant they might also be utilized by the public as well on prescribed rent. A list of dak bungalows and rest houses in the district is given in Appendix VI, on pages 214-215.

(g) Posts, Telegraphs and Telephones

Posts. –There has been a considerable development and expansion of postal services in Punjab since the independence of the country. The Five-Year Plans have boosted this progress in a systematic manner. The post offices in the district are under the control of the Superintendent, Post Offices, Hoshiarpur Division, Hoshiarpur. To provide postal facilities to the public, letter boxes have been affixed at the important centres in towns which are cleared at fixed timings, twice or thrice a day. Out of 1,622 villages in the district, post is delivered daily in 1,376 villages, triweekly in 197 villages and biweekly in 49 villages.

The Postal Index Number (Pin) Code was introduced into the country on August 15, 1972. It is a six digit code that identifies and locates every departmental delivery service. It provides with a built-in routing information for postal sorting and quick delivery of the post. The Pin Code of Hoshiarpur is 146001.

On March 31, 1975, there were 2 Head Post Offices, 64 Sub-Post Offices, 329 Branch Post Offices and 1 Extra Departmental Sub-Office in the district. A list of these is given in Appendix VII on pages 216-226.

Telegraphs. –The Telegraph Office, Hoshiarpur, was opened on March 1, 1952. It is working under the control of Divisional Engineer, Telegraphs, Jullundur. There are combined offices which are working on phonon-cum-system in the district. On March 31, 1975, telegraph facilities was available in 10 post offices in the district, as given in Appendix VIII, at the end of the chapter, on page 227.

Telephones. –A telephone exchange has been functioning at Hoshiarpur since 1926. Another exchange was set up at Mahalpur in 1976. These are functioning under the control of the Divisional Engineer, Telephones, Jullundur Division, Jullundur. The total number of connections and extensions provided by these exchanges was 552 and 14, respectively.

Radios and Televisions. –Radios and televisions play a vital role in publicizing policies and programmes of the Government as well as disseminating useful information and instructions to the people both in the urban and rural areas. These have gained lo9t of popularity in the district. As on December 31, 1975, as many as 86,433 broadcasting receiving licences had been issued in the district. Under the Community Listening Scheme, 765 radio-sets had been installed in the rural areas in the district up to November 30, 1975. The number of television licences issued up to December 31, 1975, in the district, was 949.

(h) Organizations of Owners and Employees in the Field of Transport and Communications

The transport owners do not have any organization in the district. However, transport workers/employees working in various transport companies/departments have organized themselves into unions to promote their service interests and well-being. The unions functioning in the district are as under:

S. No.	Name of the Union	Date of registra-tion
1.	The Punjab P.W.D. Motor Drivers’ Union, Talwara Township	4^th September, 1962
2.	The District Motor Transport Workers’ Union, Hoshiarpur	15^th January, 1951
3.	The Hoshiarpur Transport Workers’ Union, Hoshiarpur	17^th May, 1957
4.	The Hoshiarpur Doaba Transport Workers’ Union, Hoshiarpur	16^th January, 1965
5.	The Punjab State Electricity Board Drivers’ (Operators) Association, Hoshiarpur	18^th September, 1974

APPENDIX I

(Vide page 194)

Number of Different Types of Motor Vehicles Registered in the Hoshiarpur District, 1970 to 1975

Year	Cars	Jeeps	Trucks	Taxis	Tractors	Buses	Motor Cycles/ Scooters	Auto-Rickshaws	Miscellaneous
1970	38	6	42	-	232	25	145	-	38
1971	21	5	32	2	228	48	130	2	23
1972	17	32	48	6	230	62	250	10	5
1973	22	28	59	3	286	54	192	1	35
1974	31	8	32	3	226	48	213	-	7
1975	30	11	33	4	223	44	314	2	45

(Statistical Abstracts of Punjab, 1971 to 1976)

APPENDIX II

(Vide page 195)

Bus Routs Operated by the Punjab Roadways in the Hoshiarpur District, as on March 31, 1975.

Sr. No.	Name of Route		No of daily Trips	Route Lengths (km)	Total Daily Service (km)
1.	Hoshiarpur-Chandigarh (via Ludhiana)	..	2	168	672
2.	Hoshiarpur-Kalka	..	1	163	326
3.	Hoshiarpur-Nangal (via Rupnagar)	..	1	152	304
4.	Hoshiarpur-Rupnagar	..	4	93	744
5.	Hoshiarpur-Chandigarh	..	5	133	1,330
6.	Dasuya-Chandigarh	..	1	174	348
7.	Hoshiarpur-Ludhiana (via Nawanshahr)	..	2	105	420
8.	Hoshiarpur-Nawanshahr	..	9	54	972
9.	Hoshiarpur-Nurpur Bedi	..	1	80	160
10.	Jullundur-Abiana	..	1	114	228
11.	Hoshiarpur-Mahalpur	..	3	23	138
12.	Hoshiarpur-Mahalpur (via Bassi Kalan)	..	1	25	50
13.	Hoshiarpur-Mahalpur (via Bassi Kalan, Garhshankar)	..	3	48	288
14.	Mahalpur-Phagwara	..	8	40	640
15.	Hoshiarpur-Amritsar (via Tanda)	..	1	136	272
16.	Hoshiarpur-Ludhiana (via Phagwara)	..	3	75	450
17.	Hoshiarpur-Phagwara	..	4	38	304
18.	Hoshiarpur-Mukerian	..	1	58	116
19.	Mukerian-Talwara	..	6	27	324
20.	Hoshiarpur-Dasuya	..	6	41	492
21.	Hoshiarpur-Talwara	..	2	85	340
22.	Hoshiarpur-Datarpur	..	1	80	160
23.	Hoshiarpur-Dholbaha	..	3	32	192
24.	Hoshiarpur-Bahera	..	1	37	74
25.	Hoshiarpur-Rampur	..	1	64	128
26.	Hoshiarpur-Kapurthala (via Tanda)	..	2	86	344
27.	Hoshiarpur-Tanda	..	12½	32	800
28.	Hoshiarpur-Miana	..	2	40	160
29.	Hoshiarpur-Barians (via Sherpur)	..	2	26	104
30.	Jullundur-Jaijon	..	2	77	308
31.	Hoshiarpur-Pathankot (via Gardhiwala)	..	1	98	196
32.	Talwara-Delhi (via Hoshiarpur)	..	1	475	950
33.	Hoshiarpur-Nangal	..	8	56	896
34.	Hoshiarpur-Una	..	3	40	240
35.	Hoshiarpur-Kiratpur	..	1	85	170
36.	Jullundur-Nangal	..	7	101	1,414
37.	Hoshiarpur-Jawala ji	..	1	77	154
38.	Hoshiarpur-Dharmsala	..	2	125	500
39.	Dharmsala-Chandigarh	..	1	248	496
40.	Hoshiarpur-Baijnath	..	1	160	320
41.	Hoshiarpur-Bhogpur	..	2	32	128
42.	Hoshiarpur-Susana	..	1	29	58
43.	Hoshiarpur-Jullundur	..	18½	35	1,295
44.	Hoshiarpur-Bhungarni	..	1	26	52
45.	Hoshiarpur-Binjon	..	1	40	80
46.	Hoshiarpur-Kapurthala (via Adampur-Bhogpur)	..	2	80	320
47.	Hoshiarpur-Jandiala	..	1	37	74
48.	Hoshiarpur-Pachnangal	..	1	37	74
49.	Mukerian-Daulatpur	..	1	50	100
50.	Talwara-Daulatpur	..	1	21	42
51.	Hoshiarpur-Jaijon	..	1	37	74
52.	Hoshiarpur-Gujjar Nangal	..	1	64	128
53.	Nawashahr-Balachaur	..	7	21	294
54.	Rupnagar-Rahon	..	2	50	200
55.	Hoshiarpur-Nadalon	..	1	40	80
56.	Garhdiwala-Amritsar	..	1	153	306
57.	Hoshiarpur-Amritsar	..	3	125	750
58.	Jullundur-Nawashahr	..	14	59	1,652
59.	Phagwara-Nawashahr	..	3	37	222
60.	Jullundur-Muzafarpur	..	1	75	150
61.	Jullundur-Dosanj (via Mandali)	..	1	35	70
62.	Jullundur-Mukandpur	..	1	43	86
63.	Jullundur-Retanla	..	1	56	112
64.	Jullundur-Aur	..	1	59	118
65.	Hoshiarpur-Pathankot (via Tanda)	..	3	106	636
66.	Hoshiarpur-Garhshankar	..	2	40	160
67.	Garhshankar-Raipur	..	2	32	128
68.	Hoshiarpur-Talwara (via Nangal-Bihala)	..	1	75	150
69.	Amritsar-Nangal (via Hoshiarpur)	..	1	245	490
70.	Amritsar-Anandpur Sahib	..	2	224	896
71.	Nawashahr-Nurpur Bedi	..	1	54	108
72.	Nawashahr-Kiratpur	..	1	43	86
73.	Jullundur-Garhdiwala (via Dasuya)	..	4	69	552
74.	Nawanshahr-Apra	..	4	30	240
75.	Nawanshahr-Garhshankar (via Banga)	..	4	42	336
76.	Jullundur-Daroli	..	2	29	116
77.	Jullundur-Daroli-Binjon	..	2	59	236
78.	Hoshiarpur-Panshata	..	2	27	108
79.	Jullundur-Sujjon	..	2	58	232
80.	Hoshiarpur-Bhanowal	..	2	37	148
81.	Jullundur-Sheikhpur	..	2	58	232
82.	Nawashahr-Phillaur (via Apra)	..	4	45	360
83.	Nawashahr-Rahon-Jadla	..	4	32	256
84.	Garhshankar-Ajnoha	..	3	37	222
85.	Hoshiarpur-Budhawarh (via Mukerian)	..	1	83	166
86.	Hoshiarpur-Budhawarh (via Nangal)	..	1	73	146
87.	Hoshiarpur-Tanda (via Garhdiwala)	..	2	47	188
88.	Jullundur-Nawashahr (via Rahon)	..	2	73	292
89.	Jullundur-Purkhowal	..	1	77	154
90.	Hoshiarpur-Tanda (via Dhoot Kalan)	..	3	37	222
91.	Hoshiarpur-Bhungarni (via Chabewal)	..	3	31	186
92.	Hoshiarpur-Banga (via Sahlon)	..	3	16	96
93.	Hoshiarpur-Yamunanagar	..	1	256	512
94.	Hoshiarpur-Jahura	..	2	37	148
95.	Hoshiarpur-Jahu	..	½	136	136
96.	Hoshiarpur-Hamirpur	..	1	93	186
97.	Hoshiarpur-Chintpurni	..	1	48	96
98.	Hoshiarpur-Ludhiana (linked with Chintpurni)	..	1	75	150
99.	Hoshiarpur-Jallowal	..	4	18	144
100.	Hoshiarpur-Sanguur	..	1	158	316
101.	Nangal-Ludhiana	..	2	150	600
102.	Hoshiarpur-Faridkot	..	1	178	356
103.	Jullundur-Mangawal	..	2	62	248
104.	Hoshiarpur-Kapurthala (via Adampur-Kishangarh-Kartarpur)	..	2	59	236
105.	Phagwara-Nakodar	..	2	28	112
106.	Jullundur-Garhshankar	..	2	60	240